US20090299563A1 - Method of mass transfortation of people or cargo, especially within city areas and a transport infrastructure for the implementation of this method - Google Patents

Method of mass transfortation of people or cargo, especially within city areas and a transport infrastructure for the implementation of this method Download PDF

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Publication number
US20090299563A1
US20090299563A1 US11/910,048 US91004806A US2009299563A1 US 20090299563 A1 US20090299563 A1 US 20090299563A1 US 91004806 A US91004806 A US 91004806A US 2009299563 A1 US2009299563 A1 US 2009299563A1
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Prior art keywords
communication
individual
individual vehicles
corridors
cargo
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Abandoned
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US11/910,048
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English (en)
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Olgierd Mikosza
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B15/00—Combinations of railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; VEHICLES CAPABLE OF TRAVELLING IN OR ON DIFFERENT MEDIA, e.g. AMPHIBIOUS VEHICLES
    • B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D9/00—Equipment for handling freight; Equipment for facilitating passenger embarkation or the like

Definitions

  • the subject of the invention is a method for mass transportation of people or cargo, especially within city areas, whereby persons or cargo are carried by the mechanical vehicles between stations along communication corridors and a transport infrastructure for such mass transportation of people or cargo, especially within city areas, mechanical vehicles for carrying of people or cargo and stations interconnected via communication corridors.
  • the purpose of the invention is to provide solutions to the prior art problems, allowing for a fast and collision less transporting of people or cargo, especially within city areas, for reducing of the vehicles congestion, traffic jams and accidents on public roads and, in addition, for reducing energy consumption needed for powering of mechanical vehicles and for decreasing of environment pollution.
  • the individual vehicles are moved in the communication corridors by propulsion units being part of the individual vehicles, installed in these communication corridors, whilst the individual vehicles enter into communication corridor and exit it, as well as transfer between these communication corridors, in a collision less manner, beneficially, at the intersections of these communication corridors or in the station areas.
  • the selection of the individual vehicles for the fulfillment of the of individual trip orders is controlled centrally or locally from the nearest station, whilst the trip travel route is chosen autonomously by the individual vehicle taking into account centrally gathered data as well as calculations performed in real time by the individual vehicle, in regard to the expected travel time or energy consumption, depending on the different routes and actual passengers' orders related to the destination point or changes to those orders during the trip.
  • propulsion-carrier units of the communication corridors are movably placed on the crossover rails of the communication structures, which are positioned in parallel and in a non contact manner alongside the main rails of the communication corridors, beneficially, near stations, whilst the crossover rails of the transport infrastructure are connecting in a collision less manner the adjacent or intersecting sections of the main rails of the communication corridors.
  • the individual vehicle traveling in the communication corridor is stabilized horizontally by leveling wheels.
  • the individual vehicle is of modular design and consists of, at least, a carrier module, as well as transport module arranged in the form of a passenger cabin or a cargo container whilst the transport module of the individual vehicle is attached to the universal carrier module, which is prepared for travel on the public roads and in the communication corridors and is equipped with at least one propulsion module.
  • solutions according to the invention allow for fast and collision less transportation of people or cargo in the city areas, reduction of traffic jams, congestion and collisions on the public roads and, in addition, allow for a reduction in the energy consumption for propulsion of mechanical vehicles by reduction of the mass of the individual vehicles and reduction of environment pollution.
  • individual vehicles can be moved at high speeds with minimal energy consumption, while when traveling on public roads, individual vehicles are moved at low speeds, safe for city traffic speeds, e.g. up to 40 km/h.
  • individual vehicles can travel close to each other being supplied by an external power source provided inside the communication structure, completely automatically and driverless.
  • individual vehicles can also travel completely automatically and driverless thanks to the computer control and GPS satellite navigation, or in a simpler version, can be driven by one of the passengers, like electric cars.
  • FIG. 1 shows a network of stations connected by communication corridors of the transport infrastructure, in a schematic view.
  • FIG. 2 shows a fragment of the transport infrastructure in the merging area, where an individual vehicle changes from the crossover rail onto the main rail of the communication corridor, in a schematic view.
  • FIG. 3 shows a fragment of the transport infrastructure in an exit area, where individual vehicle changes from the main rail of the communication corridor onto the crossover rail, in a schematic view.
  • FIG. 4 shows a fragment of the transport infrastructure with main and crossover rails in the station area, in a schematic view.
  • FIG. 5 and FIG. 6 show a fragment of the transport infrastructure with main and crossover rails in areas of the intersection of the communication corridors, in a schematic view.
  • FIG. 7 shows a carrier-propulsion unit of the communication structure, in a cross-section.
  • FIG. 8 shows an individual vehicle coupled to a carrier-propulsion unit of the communication structure, in a longitudinal section.
  • FIG. 9 shows the same individual vehicle, in a side view.
  • FIG. 10 shows a fragment of the opened communication structure, with four opened communication corridors, in a perspective view.
  • FIG. 11 shows a fragment of the communication structure with horizontal stabilization wheels of the individual vehicle, in a cross-section.
  • people or cargo are carried in the mechanical vehicles moving between stations 1 in the separate communication corridors 2 .
  • People or cargo are transported on individual trip orders. Transported person, small group of people or cargo are moved individually in adapted mechanical vehicles being individual vehicles 3 , along the ordered route, as per the example of trip T on FIG. 1 , from the starting station 4 directly or almost directly i.e. without intermediate stops or with a minimal number of intermediate stops to the destination station 6 via the communication corridors 2 , where each of the individual vehicles 3 is driverless, controlled autonomously and centrally.
  • the individual vehicle 3 moves to the designated starting point P of the ordered trip from one of the neighboring stations 1 or from the destination point D′ of a previous trip, if nearby, on the public roads 5 , then it moves from this starting point P to the nearest starting station 4 on the public roads 5 and then from the starting station 4 to the destination station 6 located nearest to the destination point D via the communication corridors 2 and, subsequently, again on the public roads 5 , it moves from the destination station 6 to the destination point D and back to the station 1 nearest to point D or to the starting point P′ of the next trip, if nearby.
  • the individual vehicles 3 In the communication corridors 2 the individual vehicles 3 are moved one way and in a collision less manner.
  • On the public roads 5 the individual vehicles 3 are moved at small speeds allowed in city traffic on these public roads 5 .
  • individual vehicles 3 are moved within the communication corridors 2 whilst coupled to electrical propulsion units, which are in turn moved upon the main rail 9 , while propulsion units are entered into the communication corridor 2 and leaving it, in a collision less manner in the station area 1 and, additionally, propulsion units are transferred in a collision less manner between the communication corridors 2 , at their intersections S and in the terminal station areas 10 .
  • Stations 1 are spaced along the communication corridors 2 , no further from each other than the operating range of the individual vehicle 3 during its travel on the public roads 5 or in the walking range of pedestrians, who might be using metro or buses, with the variant of the individual vehicle 3 traveling only in the communication corridors 2 between the stations 1 .
  • the communication corridors 2 are usually placed in pairs so that the individual vehicles 3 can travel in opposite directions marked by arrows 11 , creating one communication channel.
  • the individual vehicles 3 are moved along the optimal routes because of the minimal expected travel time or minimal energy usage, while gathering data in the central database both in real time and historically, at least in relation to the loading of communication corridors 2 and waiting times for entering into such communication corridors 2 from particular stations 1 location of individual vehicles 3 , their occupancy and release rates, as well as congestion on particular public roads 5 .
  • the travel route is being selected autonomously by each individual vehicle 3 taking into account centrally gathered data as well as calculations performed in real time by the individual vehicle 3 , as to the expected travel time or energy consumption depending on the different possible routes and actual passengers' requests related to the destination point D or changes to those requests during the trip. Selection of the individual vehicles 3 for the fulfillment of individual trip orders is controlled centrally or from the nearest station 1 .
  • the individual vehicles 3 are driverless and are operating autonomously, using computer control and GPS satellite navigation.
  • the communication corridor 2 has a form of an opened transport structure, equipped with one or more main rails 9 supported on the columns 27 of the transport infrastructure, where upon such main rails 9 of communication corridors 2 , there are placed vehicles 3 being moved one way in relation to each one of main rails, and where each driverless individual vehicles 3 is controlled centrally and autonomously.
  • the propulsion-carrier units 18 of the communication corridors 2 are movably placed on the crossover rails 19 of the communication structures, which are positioned in parallel and in a non contact manner alongside the main rails 9 of the communication corridors 2 , beneficially, near stations 1 , whilst the crossover rails 19 of the transport infrastructure 27 are connecting in a collision less manner the adjacent or intersecting sections of the main rails 9 of the communication corridors 2 .
  • the communication corridor 2 is equipped with propulsion units, in the form of electrically powered, individual propulsion- carrier units 18 , to which individual vehicles 3 are attached and which are then moved together and collision less between adjacent or crossing sections of communication corridors 2 , and also in the stations areas 1 , i.e. in each of the entry areas BW and exit areas BZ. Individual vehicles 3 are attached to electrical propulsion-carrier units 18 , which are moveably placed upon a common main rail 9 .
  • Propulsion-carrier units 18 are also moveably placed upon a crossover rails 19 , which are positioned in communication corridors 2 in parallel and in a non contact manner next to the main rail 9 , at intersections S of these communication corridors 2 and near the stations 1 , for the purpose of entering or exiting of the individual vehicle 3 into/out of the communication corridors 2 in both variants of the communication structure.
  • propulsion-carrier unit 18 In each of the entry areas BW for the individual vehicle 3 into the communication corridor 2 , propulsion-carrier unit 18 , together with the individual vehicle 3 is changing from a crossover rail 19 onto the main rail 9 , so that in the external area A, which is before entry area BW, propulsion-carrier unit 18 is placed upon a crossover rail 19 only on its right hand side wheels 21 . In the entry area BW it is suspended upon crossover rail 19 on its right hand side wheels 21 and simultaneously upon main rail 9 on its left hand side wheels 22 . Finally, in the internal area C, which is after entry area BW into the communication corridor 2 , it is suspended upon main rail 9 only on its left hand side wheels 22 .
  • propulsion-carrier unit 18 in each of the exit areas BZ for the individual vehicle 3 from the communication corridor 2 , propulsion-carrier unit 18 , together with the individual vehicle 3 is changing from main rail 9 onto the crossover rail 19 .
  • propulsion-carrier unit 18 In the internal area C located in the communication corridor 2 , which is before exit area BZ, propulsion-carrier unit 18 is only suspended upon main rail 9 on its left hand side wheels 22 .
  • the exit area BZ of the communication corridor 2 it is suspended upon main rail 9 on its left hand side wheels 22 and simultaneously upon crossover rail 19 on its right hand side wheels 21 .
  • the external area A which is after exit area BZ and outside of the communication corridor 2 , it is suspended upon crossover rail 19 only on its right hand side wheels 21 .
  • main rail 9 in relation to the crossover rail 19 for the left hand side traffic, where propulsion-carrier unit 18 is suspended upon main rail 9 on its right hand side wheels 21 and upon crossover rail 19 on its left hand side wheels 22 .
  • Crossover rails 19 of the communication corridors 2 connect, in a collision less manner, adjacent and crossing sections of main rails 9 of the communication corridors 2 .
  • FIG. 11 it provides for a perpendicular-horizontal stabilization of the individual vehicles 3 suspended like a cable gondola from a propulsion-carrier unit 18 placed upon a single main rail 9 or on a crossover rail 19 , as a protection against change of the centre of gravity of the individual vehicle 3 or against wind action in the opened communication corridors 2 , where the individual vehicle 3 being moved in the communication corridor 2 is stabilized horizontally by leveling wheels 28 and 29 .
  • a horizontal reaction force F of this crossover rail 19 against the right hand side leveling wheel 28 is countered by a momentum M caused by misalignment of the centre of gravity of the individual vehicle 3 in relation to the contact point on an a crossover rail 19 .
  • left hand side leveling wheel 29 counters a force momentum caused by misalignment of the centre of the gravity of vehicle 3 in relation to the contact point on main rail 9 .
  • the individual vehicle 3 is of modular design and consists of, at least, a carrier module 23 , as well as transport module 24 arranged in the form of a passenger cabin or a cargo container whilst the transport module 24 of the individual vehicle 3 is attached to the universal carrier module 23 , which is prepared for travel on the public roads 5 and in the communication corridors 2 and is equipped with at least one propulsion module 25 .
  • the individual vehicles 3 are moved on the public roads 5 on carrier wheels 7 , which can be retracted into the individual vehicles 3 when these individual vehicles 3 are moved within the communication corridor 2 , and whilst individual vehicles 3 , during the movement on the roads 5 , are propelled by the electric motor 8 , and the energy necessary for movement of the individual vehicles 3 on the public roads 5 is accumulated at the stations 1 or during the movement of the individual vehicles 3 in the communication corridors 2 .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Traffic Control Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
US11/910,048 2005-04-04 2006-04-03 Method of mass transfortation of people or cargo, especially within city areas and a transport infrastructure for the implementation of this method Abandoned US20090299563A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
PL374127A PL236153B1 (pl) 2005-04-04 2005-04-04 Infrastruktura transportowa do masowego przewozu osób lub ładunków, zwłaszcza w obszarach wielkomiejskich
PLP-374127 2005-04-04
PCT/PL2006/000022 WO2006107224A2 (en) 2005-04-04 2006-04-03 A method of mass transportation of people or cargo, and an associated transport infrastructure

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US20090299563A1 true US20090299563A1 (en) 2009-12-03

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US11/910,048 Abandoned US20090299563A1 (en) 2005-04-04 2006-04-03 Method of mass transfortation of people or cargo, especially within city areas and a transport infrastructure for the implementation of this method

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US (1) US20090299563A1 (pt)
EP (1) EP1866172A2 (pt)
JP (1) JP2008534388A (pt)
KR (1) KR20080011383A (pt)
CN (1) CN101184638A (pt)
AU (1) AU2006231369A1 (pt)
BR (1) BRPI0612199A2 (pt)
CA (1) CA2603233A1 (pt)
IL (1) IL186238A0 (pt)
PL (1) PL236153B1 (pt)
RU (1) RU2007135985A (pt)
WO (1) WO2006107224A2 (pt)

Cited By (8)

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US20090125174A1 (en) * 2007-11-09 2009-05-14 Bruno Delean Computerized driverless vehicles and traffic control system
US20110218697A1 (en) * 2008-11-24 2011-09-08 Automate Ltd. Vehicle, system and method for mass transit transportation
US20130151142A1 (en) * 2011-12-12 2013-06-13 Kia Motors Corporation Drive mode guide system for vehicle and method thereof
US20150015017A1 (en) * 2012-02-14 2015-01-15 Eli Benoliel Modular transportation vehicle
US20160012411A1 (en) * 2014-07-14 2016-01-14 Jpmorgan Chase Bank, N.A. Systems and methods for management of mobile banking resources
US20170169366A1 (en) * 2015-12-14 2017-06-15 Google Inc. Systems and Methods for Adjusting Ride-Sharing Schedules and Routes
US10102485B2 (en) * 2015-01-29 2018-10-16 Conduent Business Services, Llc Method and system for predicting demand for vehicles
US20220221861A1 (en) * 2018-10-05 2022-07-14 Universal City Studios Llc Autonomous vehicle transportation systems and methods

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CN104118437B (zh) * 2013-04-29 2016-08-24 青岛大仓管道防腐保温器材有限公司 一种真空物流管道输送系统
CN103863333A (zh) * 2014-02-08 2014-06-18 重庆微轨科技有限公司 微型架空轨道动车输送系统
DE102015204947B4 (de) * 2015-03-19 2021-09-09 Ford Global Technologies, Llc Verfahren und Vorrichtung zum Betrieb eines wahlweise manuell steuerbaren oder zu autonomem Fahren fähigen Fahrzeugs
FR3044276B1 (fr) * 2015-12-01 2019-06-21 Paul Ortais Systeme de transport guide automatique comportant une plateforme universelle
CN106553656B (zh) * 2016-04-22 2018-07-24 宁波市鄞州乐可机电科技有限公司 一种交通设施
CN106541950B (zh) * 2016-08-12 2018-07-10 宁波市鄞州乐可机电科技有限公司 一种城市交通设施
CN106875723A (zh) * 2017-04-12 2017-06-20 中南大学 一种智能公共交通的调度控制方法及系统
CN107117063A (zh) * 2017-05-08 2017-09-01 奚大为 网格化电动悬浮交通系统及其使用方法
CN108360853B (zh) * 2018-03-06 2020-02-21 中国交通信息科技集团有限公司 一种基于汽车客运站的智能物体运送系统
CN109278570B (zh) * 2018-10-11 2019-12-13 湖北师范大学 一种节能电磁导航智能车、控制系统及控制方法
CN109910911A (zh) * 2019-03-05 2019-06-21 中国人民解放军陆军工程大学 一种基于地铁的城市地下货运系统
JP7151562B2 (ja) * 2019-03-11 2022-10-12 トヨタ自動車株式会社 自律走行車両
FR3104117B1 (fr) 2019-12-09 2021-12-24 Trydea Systeme de transport en commun
KR102552106B1 (ko) 2021-05-14 2023-07-06 백운철 기존 운송 기반시설을 활용한 고속 물류 이송 시스템
CN113846520A (zh) * 2021-07-14 2021-12-28 江苏添仂智能科技有限公司 一种基于自动驾驶技术的轨路无缝衔接交通方法
GB2643766A (en) * 2024-09-02 2026-03-04 Velker Oleg Undisrupted urban and intercity rapid transit system

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US3552321A (en) * 1968-02-26 1971-01-05 Paul D Priebe Combined local feeder and nonstop express train
US3839964A (en) * 1969-11-04 1974-10-08 Matra Engins Installation for transportation by trains made of different types of carriages
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US3937147A (en) * 1973-08-13 1976-02-10 Szent Miklosy Jr Balint Personalized rapid transit system
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Publication number Priority date Publication date Assignee Title
US20090125174A1 (en) * 2007-11-09 2009-05-14 Bruno Delean Computerized driverless vehicles and traffic control system
US8090489B2 (en) * 2007-11-09 2012-01-03 Bruno Delean Computerized driverless vehicles and traffic control system
US20110218697A1 (en) * 2008-11-24 2011-09-08 Automate Ltd. Vehicle, system and method for mass transit transportation
US20130151142A1 (en) * 2011-12-12 2013-06-13 Kia Motors Corporation Drive mode guide system for vehicle and method thereof
US8924146B2 (en) * 2011-12-12 2014-12-30 Hyundai Motor Company Drive mode guide system for vehicle and method thereof
US20160272223A1 (en) * 2012-02-14 2016-09-22 Eli Benoliel Modular transportation vehicle
US9365086B2 (en) * 2012-02-14 2016-06-14 Eli Benoliel Modular transportation vehicle
US20150015017A1 (en) * 2012-02-14 2015-01-15 Eli Benoliel Modular transportation vehicle
US20160012411A1 (en) * 2014-07-14 2016-01-14 Jpmorgan Chase Bank, N.A. Systems and methods for management of mobile banking resources
US10055726B2 (en) * 2014-07-14 2018-08-21 Jpmorgan Chase Bank, N.A. Systems and methods for management of mobile banking resources
US10102485B2 (en) * 2015-01-29 2018-10-16 Conduent Business Services, Llc Method and system for predicting demand for vehicles
US20190005418A1 (en) * 2015-01-29 2019-01-03 Conduent Business Services, Llc Method and system for predicting demand for vehicles
US11017331B2 (en) * 2015-01-29 2021-05-25 Conduent Business Services, Llc Method and system for predicting demand for vehicles
US20170169366A1 (en) * 2015-12-14 2017-06-15 Google Inc. Systems and Methods for Adjusting Ride-Sharing Schedules and Routes
US20220221861A1 (en) * 2018-10-05 2022-07-14 Universal City Studios Llc Autonomous vehicle transportation systems and methods
US11656622B2 (en) * 2018-10-05 2023-05-23 Universal City Studios Llc Autonomous vehicle transportation systems and methods

Also Published As

Publication number Publication date
CA2603233A1 (en) 2006-10-12
BRPI0612199A2 (pt) 2016-09-06
IL186238A0 (en) 2008-01-20
PL236153B1 (pl) 2020-12-14
JP2008534388A (ja) 2008-08-28
RU2007135985A (ru) 2009-05-20
AU2006231369A1 (en) 2006-10-12
WO2006107224A8 (en) 2007-07-26
KR20080011383A (ko) 2008-02-04
WO2006107224A2 (en) 2006-10-12
WO2006107224A3 (en) 2007-05-18
CN101184638A (zh) 2008-05-21
PL374127A1 (pl) 2006-10-16
EP1866172A2 (en) 2007-12-19

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